Electric signaling system.



No.762,812. I 4 PATENTED JUNE 14,1904, J. DIANOVSZKY. ELECTRIC SIGNALING SYSTEM.

APPLIOATIORPILBD JULY is, 1903.

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J. DIANOVSZKY. ELECTRIC SIGNALING SYSTEM.

- APPLICATION FILED JULY 18, 1903 5 SHEETS-SHEET 2.

NO MODEL.

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//v VENTOR filzizfiazzbrrziy By Afro/ME rs No. 762,812. PATENTED JUNE 14, 1904.

J. DIANOVSZKY.

ELECTRIC SIGNALING SYSTEM;

H0 MODEL.

PATENTED JUNE 14, 1904.

J. DIANOVSZKY.

ELECTRIC SIGNALING SYSTEM.

APPLICATION FILED- JULY 18, 1903.

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N0 MODEL.

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110,762,812. PATBNTED JUNE-14,1904. J. DIANOVSZKY.

ELECTRIC SIGNALING SYSTEM.

APPLIQATION FILED JULY 18, 1903,

5 SHEETS-:SHEET 5.

'80 MODEL.

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O E/won Arromleys I UNITED STATES Patented June 14, 1904.

PATENT @FFICE.

JOHN DIANOVSZKY, OF PASSAIC, NEW JERSEY,,ASSIGNOR OF ONE-HALF TO MICHAEL LUJANOVITZ, OF PASSAIO, NEW JERSEY.

ELECTRIC SIGNALING SYSTEM.

SPECIFICATION formingpart of Letters Patent No. 762,812, dated June 14, 1904.

Application filed July 18, 1903.

T 0 all whom, it may concern.- 7

Be it known that I, JOHN DIANOVSZKY, a-subject of the Emperorof Austria-Hungary, and a resident of Passaic, in the county of Passaic and State of New Jersey, have invented anew and Improved Electric Signaling System, of which the following is a full, clear, and exact description.

' The invention relates to railroad signaling; and its object is to provide a new and improved electric signaling system, more especially designed for preventing collisions of trains and arranged to automatically bring a train to a stop when it passes into a section occupied by the train ahead to allow the engineerof the last train to put himself in telephonic communication with the engineer of the train ahead, or vice versa, and to allow proper despatch of the trains from a terminal station without danger of derailing or collision by imperfectly or wrongly set switches.

The invention consists of novel features and parts and combinations of the same, as will be more-fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of a locomotive provided with the equipment. Fig. Qis an enlarged side elevation of the device located in the cab of a locomotive. Fig. 3 is an edge View of the same. Fig. 4 is a like view-of the same, showing the parts in'a released position. Fig. 5 is a transverse section of part of the tripping device, the section being on the line 5 5 of Fig. 2. Fig. 6 is a transverse section of part of the improvement on theline 6 '6 of Fig. 2. Fig. 7 is a side elevation of the block-controlled commutator. Fig. 8 is an edge view of the electricv alarm device for the clock when the latter is run down. Fig. 9 is an enlarged sectional plan view of the conductor-contact on the locomotive, the section being on the line 9 9 of Fig. 10. Fig. 10 is a transverse section of the same. Fig. 11 is atransverse sectionof the conductors as $erial No. 166,083. (No model.)

' arranged overhead and in engagement with matic view of the improvement as arranged in. the railroad-yard of a terminal'or switch station; and Fig. 15 is a cross'section"of the switch device, the section beingon the line 15 15 of Fig. 14:. 7

Along the track-rails A of the railroadtrack is arranged aconductor B, made in sections of the length of a block-say one'or two milesand each section is formed of a continuous wire or rail and a sectional one, as plainly shown in Fig. 13, to.allow of establishing electric communication between, say, the locomotives C and C of two trains on the same block to allow of automatically stopping the second train as soon as it passes onto the block and to allow telephonic communication between the two trains.

Each locomotive has the same equipment, which is arranged as follows: A contact D, held insulated on the locomotive C or C, engages the conductor B, and the said contact D forms the terminal of a circuit-wire E, leading to a manually-controlled switchF, connected by a wire E with the spring contactplate G of a commutator G, run continually by a suitable clock H of any approved construction and carried on the cab of the locomotive within convenient reach of the engineer to allow the latter to wind up the clock whenever it is run down.

The commutator G is provided with a rim G engaged by'the contact-plate G and formed of insulated sections alternately connected by arms G and G with wheels G G, rotating with the rim G and peripherally-- engaged by flexible contact-plates G G respectively connected with wires E and E of which the wire E leads to a battery I, connected by a wire E with the frame of a locomotive C, so as to establish connection with the rails of the track. It is understood that the rim G and the wheels Gr Gr are held in:

sulated on the shaft G of the commutator, and this shaft G is geared with the clock H, so that the latter rotates the commutator for the plate G to successively engage the insulated sections of the rim G to alternately-send a current through the arms G and wheel G to the plate G or by the arms G and wheel G to the plate (is. r

The wire E previously mentioned, connects with the wire E, as plainly indicated in Fig. 13, and it contains the electromagnet J of a mechanism K for automatically closing a valve C in a steam-admission pipe G for the cylinders of the locomotive, as indicated inFig. 1, and the said mechanism K controls amechanism L for opening a valveC in a train-pipe (J to exhaust air from the latter to apply the brakes automatically, as hereinafter more fully described, the said mechanism K also controlling an alarm N in the cab of the locomotive to ring the alarm after the mechanism K is actuatedthat is, the mechanism L and the alarm N are actuated at the same time and immediately after the mechanism K is set in motion.

The detail construction of the mechanisms K and L is the same, and hence it suflices to describe but one in detail.

Each mechanism K and L is provided with the electromagnet J, the armature J of which is hung at one end on a spring J (see Fig. 2,) carried on a bracket 0, attached to the frame 0 of the mechanism-K or L, and the said armature J normally rests on a stop-screw J screwing on the bracket 0. The free end of the armature J is pivotally connected with a lever J f-ulcrumed on abracket J attached to the frame 0, and the said lever J 4 normally stands in front of a pivot-catch P on thefree end of an arm P, secured on a shaft P journa-led in suitable bearings O attached to the frame 0. On the shaft P is held an arm P pivotally connected by a link P with a lever P fulcrumed at P on theframe O and carrying a weight P held adjustable on the lever by a set-screw P =Now the pressure of this weighted lever P on the shaft P normally holds the spring-catch P against the lever J but when the electromagnet J is energized by a current passing through the wire E then the armature J is attracted and the lever J is swung out of the path of the catch P, so as to release the arm P and the shaft P for the latter to turn or rock in its bearings O by the action of the weighted lever P The rock-shaft P is provided with a flattened portion P (see Fig. 5,) engaged by a catch Q on the free end of an arm Q and pressed on by a spring Q", the said arm Q being attached to a shaft Q journaled in suitable bearings 0 attached to the frame 0. On the shaft Q is secured an arm Q*, carrying a weight Q adjustable on the arm Q and adapted to be fastened thereon by a set-screw Q. The weighted arm Q normally stands in the inclined position, (shown in Figs. 2 and 3,) so that when the arm Qis released on the turning of the shaft P then the weighted lever Q* causes a turning of the shaft Q.

On the arm Q is secured an angular extension Q, engaged by an arm R, provided at its free end with a handle R, adapted to be taken hold of by the operator for swinging the arm R into proper position, as hereinafter more fully explained. The arm R is secured on a shaft R journaled in suitable bearings 0, attached to the frame 0, and on the said shaft R is secured a head R", provided with a shoulder R" and a cut-out portion R adjacentto the said shoulder. as plainly indicated in Fig. 6. The shoulder R is engaged by a hook R on an arm R, carrying an adjustable weight R and secured on the valve-stem R of the valve 0 or C so that when the weighted arm 1R swings downward into the position shown in dotted lines in Fig. 2 then the valve 0 is closed to cut off the steam from the engine, while the valve 0 is opened to exhaust air from the train-pipe C to apply the brakes.

On the shaft Q of the mechanism K is fastened an insulated contact-arm S, adapted to swing into contact with flexible contact-plates S and 8", held insulated on the frame 0. The contact-plate S is connected by a wire with the wire E (see Fig. 13,) and from the contact-plate S. leads a wire E, containing the armature J for the mechanism. L, the said wire E leading to the wire E From the wire E also leads a wire E to the alarm N, the return-wire E of which is connected with the wire E Now when both devices K and L are set as illustrated in Figs. 2 and 3 and a current passes by the wire E through the electromagnet J of the mechanism K, then thiselectromagnet J is energized and attracts its armature J, so that the arm P is released and the shaft P is caused to turn by the action of the weighted lever P. The shaft P in turning releases the arm Q, which by the Weighted arm Q" is swung downward, whereby the pin R is engaged by the said arm Q to impart a swinging motion to the arm R to turn the shaftvR to release the hook R, and consequently to free the weighted arm R for the latter to turn the stem R to close the valve C in the steam-pipe C Now when the shaft Q is turned by the action of the weighted arm- Q, as above described, then the contact-arm S makes contact with the plates S S so as to electrically connect the same and allow the current to pass from the wire E by way of the wire from one contact-plate S to the other contact-plate S, to the wire E, and to the armature J of the mechanism L to energize this armature J and to consequently actuate the mechanism L in the same manner as above described relative to the mechanism K, so that the stem R of the valve C is turned to open the valve, and thereby allow air to exhaust from the train-pipe C to automatically apply the brakes. At the same time that this takes place the current from the wire E passesthrough the alarm N, so as to sound the same. Now when the locomotive C is at a standstill or movesin its block and the locomotive C of the next following train enters the block then an electric circuit is established between the two locomotives in such a manner that the mechanisms K and L and the alarm N on the locomotive C are first actuated, and immediately after this the mechanisms K and L and the alarm N on the locomotive C are actuated and the power is supplied from the batteries I of the locomotives C and C.

Now by reference to Fig. 13 it will be seen that when the locomotive C passes into the block then the conductor B is engaged by the contact'D of the locomotive C and the electric circuit is as follows: from the contact D by wire E to the switch F of the locomotive G and by the wire E to the contactplate Gr and rim G then by the arm G to the wheel G contact-plate G, and wire E to en-.

ergize the electromagnet J of the mechanism K, and then by wire E to the locomotive C and by way of the track-rails A to the locomotive C and by wire E* from the locomotive to the battery I, and then by wire E to the contact-plate G wheel G, and arms G to the rim G which by the contact-plate Gr sends the current to the wire E and by way of the switch F to the wire E and the contact D on the locomotive (J, and as this contact D is in engagement with the conductor B the circuit is completed by way of the uninterrupted member of this conductorthat is, the said uninterrupted member is engaged by both contacts D on the locomotives G and C.

It is understood that when the electromagnet J of the mechanism K on the locomotive C is actuated then the steam is shut off, and as the mechanism K controls the mechanism L, as described, the latter is actuated shortly after the mechanism K is set in motion, so that the brakes are applied immediately after the steam is shut off from the engine, so that the locomotive G is brought to a standstill. Immediately after this takes place a second circuit is closed on the locomotive C, with the battery I on the locomotive C as the supplying power, and this second circuit passes from the commutator G on locomotive C by way of rim G2, arms G wheel G, contact-plate G, and wire E to energize the electromagnets J of the mechanism K to actuate the latter and subsequently the mechanism L, so that the locomotive C also comes to a standstill.

. As the alarms N on the locomotives C C are rung the attention of the engineers is called to the fact that two trains are on the same section. As soon as an engineer is aware of this fact he turns the switch F to throw the telephone T into action and to ring the callbellof the telephone T in the cab of, say, the

locomotive C, and as soon as the engineer of this locomotive C hears the call-bell of'his telephone he turns his switch F to telephone connection and answers the call-bell, so that the two engineers are in telephonic connection with each other. For the purpose described each telephone T and T is connected by a wire E with the wire E, by a wire E with the switch F, and by a wire E with the wire E Now when the engineer of the locomotive C turns his switch. to connect the wire E with the wire E then the call-bell on the telephone T is actuated and the engineer of the locomotive C can turn his switch F to connect the wire E with the wire E on the locomotive C. The circuit is completed as soon as the receivers are removed to allow the engineers to talk-to each other. It is understood that one end of the switch-lever F of each switch F connects. at all times with the contact F engaged by the wire E, while the other end of the switch-lever F connects with either the contact F for the wire E or with the contact F for the telephone-,wire E according to the position the lever F is moved into by the engineer. neer in the locomotive Chas learned from the engineer in charge of locomotive C the fact that he has the right of way he resets the mechanisms K and L and proceeds on the journey. From the foregoing it will be seen that if two trains move toward each other on the same track both trains will be brought to a standstill as soon as they enter on the same sections, and hence a head-on collision is prevented.

Now when the locomotive G moves out of the block then thealarm N in the locomotive C ceases to ring, and the engineer of this 10- comotive can now reset the mechanisms K and L to bring the several parts back to the position shown in Figs. 2 and 3. When this is done, the valve 0 is opened, so that the steamadmission pipe is again completely under the control of the throttle-valve, and the valve (1* is closed to the atmosphere, so that the train-pipe C is likewise under the control of the engineer manipulating the engineers valve in the cab of the locomotive.

It is understood that when the locomotives C and O are in ordinary running position each switch-lever F is in the position shown in Fig. 13that is, the switch lever connects the contacts F and F with each otherand the switchlever is only shifted when one engineer is called up on the telephone by the engineer of the other train. It is understood that two trains following one the other are stalled in the block by automatically shutting off the As soon as the engi steam and applying the brakes as soon as one train passes into the block occupied by'a preceding train or when two trains moving t-o-;.

'erably of the construction shown in detail in Figs. 9 and 10-that is, the contact is provided with two friction-rollers D, each in engagement with a section or member of the conductor B, and each of the rollers is journaled in a tached to the locomotive, but insulated there- I from, as previously mentioned, and the upand-down sliding motion of each frame D is limited by the shaft D of the roller engaging i an elongated slot D in the housing D. The contact D may be arranged on the bottom of the locomotive, as illustrated in Fig. 1, to engage the conductor B, arranged between the track-rails A; but, if desired, the conductor B may be arranged overhead on suitable brackets, as shown in Fig. 11, and engaged by the contact 1), carried on top of the locomotive C or C. As indicated in Fig. 12, the contactD is arranged on the side of the locomotive C or O and engages the conductor B, supported on posts arranged alongside the track.

When the clock H is nearly run down, then the alarm is sounded in the cab of the locomotive to indicate to the engineer that the clock needs rewinding. For this purpose one of the wheels H of the clock H (see Figs. 7 and 8) is provided with a tooth or pin H, engaginga gear-wheel H, j ournaled in the clockcasing and carrying an insulated contact-wheel H", provided with a contact-pin H, adapted to engage a flexible contact-plate H, electrically connected with an electric alarm H of any approved construction, so that when the clock is nearly run down the pin H makes contact with the plate H to sound the alarm the two tracks.

H, thus notifying the engineer that the clock needs rewinding.

In the arrangement shown in Fig. 14 the sections A and A of one track and the sections A A of another track are connected with each other by a crossing A, having switch-points A and A, connected by links U with thecrank-arms U of the shafts U of two switches V and V, arranged alongside The switches V and V are under the control of the switchman manipulating handles or levers U, secured on the shafts U. Now when the switch-points A are closed, as shown in Fig. 14, then they render the track-sections A and A continuous;

, but when the switch-points A are open then with the sections A of the other track.

the track section A is connected with the crossing A, and the latter is connected by the ,position, then the track-sections A and A are rendered continuous. Now each of the shafts U of the switches V and V is provided with an arm U, adapted to make contact with either of the sets of contact-plates W W or W W, according to the position of the switch-lever U. On each of the shafts U of the two switches V and V is also secured a short arm U, adapted to remain in contact with sets of contact-points W W and W W in case the switch-lever is not thrown fully over in either direction by the operator and the arms U do not make proper contact with the sets of contact-plates W W or W W.

The station at the crossing described, and shown in Fig. 14, is provided with two electric switches F and F under the control of the station-master or other person in charge, and on this station is also erected a telephone T and alarm N and an a'nnunciator X, together with a battery 1. Each of the electric switches F and F is provided with contacts F F and F F, of which the contact F is at all times engaged by one end of aswitch-lever F while the other end of the said switch-lever may be in contact with 'either of the remaining contacts F, F, or F Now when the switchlever F connects the contacts F and F with each other then the switch stands in normal position; but when the switch-lever F connects the contact F with the contact F then the switch is in a stop position for bringing a locomotive to a stop in case it enters adangerous track-section. When the switch-lever F is moved to connect the contacts F and F with each other, then the telephone T is thrown into the circuit. Now the track-sections A A and A A are provided with conductors B B and B B, and the switch F has its contact F connected with the conductor B, while the switch F has its contact connected with the conductor B of the track-section A.

By reference to Fig. 14 it will be seen that an electric connection exists between the conductors B B by way of the arm U and its contact-points W W on the switch V, so that a train entering a section A or A while the other section A or A is occupied is brought automatically to a standstill, as above described in reference to Fig. 13. The same condition exists for the track-sections A A, which have their conductors B B electrically connected with each other by the switch V at the arm U, engaging the contacts W W. Thus from the foregoing it will be seen that the trains are brought automatically to a standstill when approaching an open switch, or when the switches are not properly set, or when two trains approach each other on the same track. At a station the approaching trains are automatically regulated by the ana train enters the track-section A or A the annunciator X at the station indicates this event at X, and when a train enters either section A or A then the event is indicated at X of the annunciator. For instance, if a train passes onto the section A near the sta tion, then an electric current passes from the locomotive-battery I by way of the commutator Gr, contact-spring Gr, switch F, contactplate F switch-lever F, contact-plate F alarm N by wire connection to the rail in the cannot pass over the crossing when the other track-section A and by the locomotive-frame to the battery I in the cab. Normally the switch-levers F of the switches F and F are in the normal position, as shown on the switch F --that is, the lever F connects the contacts F and F with each otherbut when the person in charge of the station desires to stop a train automatically on the sections A A use is made of the switch-lever F of the switch F that is, the switch-lever is turned to connect the contact F with the contact Fand when a train is to be stopped on the sections A A the lever F of the switch F is turned to connect the contact F with the contact F. When the lever F of the switchF or F connects the contacts F and F with each other, then the battery I furnishes the electric cur rent, which passes to the corresponding trackconductor B, B B or B and by the locomotive-contact D to the switch I and mechanisms K and L to actuate the same for stopping the train, as previously explained. In case the train is traveling on the track-section A for instance, and approaches the station and the track is blocked by cars or other obstructions unknown to the engineer of the train, then the station-master simply moves the lever F of the switch F to connect the contacts F and F with each other, whereby a current is sent to the cab of the locomotive to actuate the mechanisms K and L for stopping the train. The complete circuit in this case is switch F, battery I, track-section A locomotive-frame commutator G, mechanisms K and L, switch F, contact D, conductor A and back to the switch F After the train is stopped the person in charge of the station can make telephonic connection with the engineer of the stopped train by turning the switch-lever F of the switch F or F to connect the contact F with the telephone-contact F to sound the call-bell of the telephone T or T of the locomotive C or (1.

Thus by the arrangement described a train track connected with the crossing contains a train, and a train cannot pass onto the crossing when the'switch is not properly set, and a train can be stopped before reacl iu g the crossing by the operator in charge of the station.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. An electric signaling system for railroadtrains, comprising a sectional conductor along the track, a contact on the locomotive, in engagement with the said conductor, a clockcontrolled commutator, an alarm controlled by one current from the commutator, a steamshutting-ofi' mechanism controlled by the other current from the clock-controlled commutator, for shutting olf the steam, and a brakeapplying mechanism for applying the brakes, controlled from the said steam-shutting-ofi mechanism, as set forth.

2. An electric signaling system for railroadtrains, comprising a sectional conductor along the track, a contact on the locomotive, in engagement with the said conductor, a clock controlled commutator, an alarm controlled by one current from the commutator, a steamshutting-off mechanism controlled by the other current from the clock-controlled commutator, for shutting oif the steam, a brake-applying mechanism for applying the brakes, controlled from the said steam-shutting-otf mechanism, a manually-controlled switch in the circuit, between the said contact and the said clock-controlled commutator, and a telephone connected with the switch, as set forth.

3. An electric signaling system for railroadtrains, comprising a sectional track-conductor, a contact carried on the locomotive, for engaging the said conductor,a clock-controlled commutator on the locomotive, controlling two partial cab-circuits, a switch for looping the said cab-circuits into the track-circuit by way of the contact and the frame of the locomotive, and a steam-shutting-oif mechanism in one of the said cab-circuits, as set forth.

4. An electric signaling system for railroadtrains, comprising a sectional track-conductor, a contact carried on the locomotive, for

ing the said conductor, a clock-controlled commutator on the locomotive, two partial cabcircuits on the locomotive, controlled by the said commutator, a switch for looping the said cab-circuits into the track-circuit by way of the said contact and the locomotive-frame, and a telephone having one terminal in the said switch and the other in one of the said cabcircuits, as set forth.

6. An electric signalingsystem for railroadtrains, comprising a sectional track-conductor, a contact carried onthe locomotive,for engaging the said conductor, a clock-controlled commutator on the locomotive,'controlling 'twof partial cab-circuits, a switch for-looping the said cab-circuits into the track-circuit by way of the contact and the frame of the locomotive, a steam-shutting-oif mechanism in one of the said cab-circuits, a brake-applying mechanism, controlled by a relay from the said steam-shutting-off mechanism,and atelephone having one terminal in the said switch and the other in one of the said cab-circuits, as set forth.

7. A signaling sys'temfor railroad-trains, provided with an operating mechanism for a valve in a motive-agent-conducting pipe, the said mechanism comprising a weighted lever on the valve-stem and having a hook, a retaining-shaft for the said hook, provided with an arm, .a tripping device for the said arm, and an electromagnet having its armature connected with a part of the said tripping device, as set forth. r

8. A signaling device for railroad-trains, provided with an operating mechanism for a valve in a motive-agent-conducting pipe, the said mechanism comprising a weighted lever on the valve-stem and having a hook, a retaining-shaftfor the said hook, provided'with an arm, a tripping device for the said arm, and an electromagnet having its armature connected with a part of the said tripping device, the latter consisting of a rock-shaft, a trip for the retaining-shaft arm, having a pivoted tripcatch engaging the rock-shaft, and a weighted lever connected with the rock-shaft, as set forth.

9. A signaling system for railroad-trains, provided with an operating mechanism for a valve in a motiveagent-conducting pipe, the said mechanism comprising a weighted lever on the valve-stem and having a hook, a retain ing-shaft for the said hook, provided with an arm, a tripping device for the said arm, and an electromagnet having its armature connected with a part of the said tripping device, the latter consisting of a rock weight-controlled shaft, a releasing device for the rock-shaft, connected with the said armature-lever, and a weighted lever normally locked in position by the said rock-shaft, the weighted lever controlling the arm of the said retaining-shaft, as set forth. I

10. A signaling system for railroad-trains, provided with an operating mechanism for a valve in a motive-agent-conducting pipe, the said mechanism comprising a weighted lever on the valve-stem and having a hook, a retaining-shaft for the said hook, provided with an arm, a tripping device for the said arm, and an electromagnet having its armature connected with -a part of the said tripping device,- the latter consisting of a rock weightcontrolled shaft, a releasing device for the rock-shaft, connected with the said armaturelever, a weighted lever normally locked in position bythe said rock-shaft, the weighted provided with section-conductors and a contact having a fixed frame, spring-pressed carriers held to slide in the frame, and contact rollers journaled in the said carriers and engaging the saiol conductor-sections, the rollers extend ng transverse of the conductorsections and spaced apart longltud nally, as

, set forth.

12. 'A signaling system. for railroad-trains, provided with a clock-driven commutator, having a rim formed ofspaced contacts, insulated one from the other, insulated wheels on opposite sides of the rim, connected with alternate contacts on the rim, and contactplates for the rim and wheels, as set forth.

13. A signaling system for railroad-trains, provided with a switch-setting device, having a switch-shaft connected with the switchpoint, an arm on the. said shaft, and contactplates on opposite sides of the shaft and adapted to be engaged by the said arm, as set forth. 6

14. A signaling system for railroad-trains, provided with conductors in the tracks, for connection with stopping devices in the cabs of locomotives, switch-setting devices, each having. a switch-shaft connected with the switch-point, an arm on the shaft, contactplates on opposite sides of the shaft, adapted to be engaged by the said arm, and electric connections between the contact-plates and the track-conductors, as set forth.

15. A signaling system for railroads, comprising conductors in the track-sections, a circuit on each train, provided with a contact engaging the corresponding conductor, a steam-shutting-oif mechanism, controlled by a current from the said circuit, switch-setting devices, each having a switch-shaft connected with the switch-point, an arm on the shaft, contact-plates on opposite sides of the shaft, adapted to be engaged by the said arm, and an electric connection between the contactplates and the said track-conductors, as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN DIANOVSZKY. 

